Automatic power transmitting mechanism



June 30, 1936. J. E. PADGETT AUTOMATIC POWER TRANSMIT'IINGl MECHANISM Filed July 17, 1933 5 SheeS-Sheell l www# June 30, 1936. 1. E, PADGETT 2,045,611

AUTOMATIC POWER TRANSMITTING MECHANISM Filed July 17, 1933 5 Sheets-Sheet 2 /J/MQL/Wm Stroe/uws L/osqah Pda/yd! June 30, 1936. J. E. PADGETT AUTOMATIC POWER TRANSMITTING MECHANISM Filed July 17, 1933 5 Sheets-Sheet 5 @www IIIHI Il '5 Sheets-Sheet 4 June 30, 1936. .1. E. PADGETT AUTOMATIC POWER TRANSMITTING MECHANIKSM Filed July 17, 1933 June 30, 1936. J, E- PADGETT 2,045,611

AUTOMATIC POWER TRANSMITTING MECHANISM Filed July 17, 1933 5 Sheets-Sheet 5 fase/@ Padye/Z y Sum/MAJ S combined slipping drive and torque multiplying l Patented June 30, 1936 1 PAI- rieur ori-ICE AUTOMATIC POWER 'rRANsMlT'rING MncHANrsM Joseph E. Padgett, Toledo, Ohio A Apueation July 17,11933, seriai Noi 680,857 37 claims. (01.74-260) The present invention relates to automatic mechanisms for transmitting power from a driving member to a driven member, which are adapted for a wide variety of automotive and lndustrial drives. r

More particularly, the present invention relates to automatic power transmitting mechanisms in which power is delivered from the driving to the driven'member with suiiicient torque amplication at relatively low driven speeds to pick up the load and t'o accelerate the driven shaft until itis rotating at a speed where th prime mover can drive the load without the aid of torque multiplication, when the driven member is automatically coupled to the driving member.

In my co-pending applications, Serial Number 643,744, filed November 21, 1932, and Serial Number 667,869, filed April 2,5,- 1933, I have disclosed automatic transmission mechanisms wherein the prime mover is permitted to operate at a sufficiently high speed to apply substantial torque to the torque multiplying mechanism at all times when the speed of the driven member is below the point where the prime mover can handle the load in direct drive, in combination with mechanism operative to automatically establish direct drive between the driving and driven members when the driven member is operating at a speed suiiicient to enable the prime mover to handle the load without torque multiplication. *-These mechanisms are simple in design, highly efcientin all phases of their operation, low in cost and compact, perform the manifold functions peculiar to automatic or similar drives, and deliver the power required well within the space and size limits allotted to modern automotive transmission mechanisms. Because of the fact that they permit comparatively high speed prime mover operation during starting operations. andin addition to being highly useful for automotive drives, they permit the adoption of eicient high speed simplied electrical motors, steam turbines, and

the like as prime movers for electrically and steam driven vehicles and industrial drives such as locomotive, elevator, drier, conveyor, crusher and similar drives requiring heavystarting torque,v which have been heretofore driven by expensive prime movers in which low cost and eiiiciency have been necessarily sacrificed to secure large starting torque at very low starting speeds.

The present invention provides automatic power transmitting mechanisms having the highvly desirable operating characteristics of those disclosed in my co-pending applications above rethe transition from torque multiplying to direct ferred to, and further highly desirable features andcharacteristics to be hereinafter pointed out, but are constructed in a somewhat different manner.

It is a primary object of thepresent invention 5. to provide compact, flexible and light, but durable and highly efiicient improved automatic power transmitting mechanisms;

Another major vobject of the present invention is to provide novel automatic power transmitting mechanisms, which will transmit power from the prime mover to the load through a torque multi plying mechanism when the load handled by the mechanism is being started or is operating at rel- Vatively low speeds; which will automatically and 15v comparatively rapidly establish direct drive bef` tween thev prime mover and the load when the speed of the prime mover is such that it can adequately handle the load without the aid of torque multiplication, whereby, excessive slippage, when drive is taking place, is avoided.

It is a further important object of my invention to devise, for use in-a transmission mechanism ,of the type wherein a friction disc type clutch lsutilized to eifect a transition from indirect to direct drive between a driving member and a driven member, a novel mechanism for automatically and comparatively rapidly bringing the driving and driven members into synchronism when certainof the parts attain Aa predetermined rotative speed.

Another object of my invention is to provide automaticpower transmitting mechanism of the type wherein a speed responsive mechanism isv 35 utilized to bring frictional members into engagement; with mechanism for modifying the actiolsV of the speed responsive mechanism so as topraduce a predetermined rate of pressure ,build-up between the frictional members when one of the latter is accelerated through a certain speed range.

Another object of my invention resides in the provision of automatic power transmitting mechanisms-of the type wherein a speed responsive 45 mechanism is adapted to bring frictional members into engagement; with means for retarding the action of the speed responsive mechanism so that the pressure builds up between the frictional members `at a rate that is diierent from the rate 50 of acceleration of the latter.

It is a further object of my invention to vide automatic power transmitting mechanisms oi the type wherein frictional members .are adapted to be brought into engagement under the in-` u uence of mechanism that is responsive to the i speed of one of the members; with means for delaying the action of the speed responsive mecha.- nism whereby engagement of the frictional members under the inuence of the speed responsive mechanism is conned to the upper part of the operating speed range of the frictional members, and pressure is built up comparatively rapidly between them when the members are accelerated 'through their upper speed range. 4

It is another object of the present invention to equip automatic transmission mechanisms with an automatic clutch mechanism for bringing certain of the transmission parts into synchronism, which is so designed, that it is normally non-responsive to the speed of rotation of the transmission parts when the parts are rotating at comparatively low speeds, and which responds to the speed of rotation of certain of the parts to bring them into synchronism when one of the parts attains a predetermined speed.

Another object of the present invention is to provide power transmitting mechanisms which will automatically and smoothly transmit power from the prime mover to the load through a slipping, torque multiplying coupling when the load is being started or is operating at a relatively low speed;I which will directly couple the prime mover l vmultiplication to adequately handle it; and which .may be manually operated, with a minimum of effort, to prevent the transition from indirect torque multiplying drive .toi direct drive from .being automatically effected.

It is another object of the present invention to devise automatic power transmitting mechanisms o i the type wherein an automatic clutch mechanism having speed responsive mechanism, is utilized to automatically eiect a transition, from. indirect to direct drive, so that the transition from the indirect to direct drive may be prevented from taking place without restraining the action of the speed responsive mechanism.

Another important object of my invention is to provide novel automatic power transmitting type wherein a plurality of automatic clutches are employed to effect a predetermined mode of :operation of the mechanisms; that the major corresponding parts of the clutches are structurally identical, thereby materially reducing the cost of production of the transmission mechanisms.

It is another object of the present invention to so design automatic-power transmitting mecha-` nism that substantially standard automatic .clutches may be employed therein.

'I'he present invention further aims to provide no vel power transmitting mechanisms which will automatically establish a torque multiplying connection between the prime mover and the load when the load is being started or is operating at relatively low speeds; which will directly couple the prime mover and the load when the` load `lias -attained a speed suiliciently high that the prime mover can adequately handle it without torque multiplication; and which may be provisioned to permanently establish a torque multiplying connection between the prime mover and the load for preventing the prime mover and the load from' being automatically directly coupled.

A further object of the present invention is to provide automatic power transmitting mechanisms which will automatically transmit power from the prime mover to the load through a torque multiplying mechanism when the load handled by themechanism is being started or is operating at relatively low speeds; which will automatically directly couple the prime mover and the load when the prime mover can handle the load Without torque multiplication;4 and which has mechanism associated with the torque multiplying mechanism for disconnecting-the prim mover and load.

Another object ofthe present invention is to provide automatic power transmitting mechanisms of the character mentioned with a torque cally disconnected when the primemover is operating substantially below the speed of eiflcient torque delivery,y with means for transmittingv torque from the load to the prime mover, or from the latter to the load, under such conditions.

It is a further object of the present invention to provide automatic power transmitting mechanisms which will automatically disconnect theprime mover from the load when the prime mover -is' operating substantially below the speed of efilcient torque delivery; which will automatically transmit power from the prime mover to the load through a torque multiplying mechanism when the primmmover attains a predetermined speed;

which will automatically directly couple` the prime moverl and tg: load when the respective speeds of the prime over and the load are so correlated that the prime mover can adequately handle the load without torque multiplication; and which may be controlled to establish a coupling for transmitting driving efforts f rom the load to the prime mover or for establishing a torque multiplying connection between the prime mover and the load during any phase of transmission operation.

It is another object of the present invention to provide novel torque multplying mechanisms having torque multiplying elements that are normally inoperable to transmit rotative eiorts from the load to the prime mover, and which may'be operated to transmit retrograde rotative efforts from the load to the prime mover by shifting certain parts thereof so as to establish a diil'erent rotation between them. q

A still further object of my invention is to provide automatic power transmittingmechanisms of the type wherein the transition from indirect to direct drive is automatically eil'ected, with novel simplified automatic clutch mchanisms foreiecting the transition from indirect ,to direct drive with the proper degree of rapidity 4to produce smoothly operating and thoroughly Yvidenovel automatic clutch mechanisms that volved.

are rugged, simple in design, and highly efdcient and which are especially eiective in automatic power transmitting mechanisms of the character mentioned, although they* are not limited to such use.

It is another object of my invention to provide automatic power transmitting mechanisms of the type wherein a plurality of automatic clutch mechanisms operate-in'sequence under the inuence of speed responsive` mechanisms to establish a torque multiplying coupling and then a direct coupling between the prime mover and the load, with means for manually declutching any of the automatic clutch mechanisms during any phase of operation independently ofthe action of the speed responsive mechanisms; f v

Further objects of my inventionjwillbecome apparent as the description thereof proceeds in connection with the annexed drawings and are pointed out in the annexed claims.

In the drawings: I A 1 @-1 f Figure 1 is a longitudinal sectional view of one Q form of automatic power transmitting mechanism embodying my invention, and illustrates the gear mechanism thereof, rotative through an angle of 90 for the purpose of more clearly showing the structure involved.

Figure 2 is a fragmental sectional view of the primary clutch mechanism illustrated in Figure 1 and illustrates the manner in which the driv- .ing and hold-back springs are associated with the clutch parts.

Figure 3 is a fragmental sectional view of the secondary clutch illustrated in Figure 1, and' illustrates further details of the structure in- Figure 4 is a view illustrating the lower part of the primary clutch shown in Figure 1 and shows the parts in the positions they assume when the clutch is automatically engaged.

Figure 5 is a sectional view taken substantially on the line V-V of Figure 1, looking in the direction of the arrows.

Figure 6 is a sectional view taken substantially on the line VI-VI of Figure 1, and illustrates the parts as they appear when viewed in the direction of the arrows.

Figure '1 is a detailed sectionalview taken generally on the line VII-VII of Figure 6, looking in the direction of the arrows.

Figure 8 'is a fragmental sectional view taken approximately on the line VIII- VIII of Figure 1.

, Figure 9 is an elevational view of the mechanism shownl in Figure l and illustrates the mechanism for controlling the operation thereof.

Figure 10 is a longitudinal sectional View of another formrof automatic power transmitting mechanism embodying my invention.

Figure 11 is a fragmental sectional `view taken the type of mechanisms illustrated in my cosubstantially on line XI-m of Figure 10, looking in the direction of the arrows.

Figure 12 is a fragmental sectional view of the primary clutch mechanism illustrated in Figure i0. 5

Figure 13 isl a longitudinal sectional view of .another form of automatic power transmitting mechanism embodying my invention. l

Referring to the drawings,` wherein like reference characters designate like parts throughout the several views, in Figure 1 a housing I is shown, which may be connected to a prime mover and in which the mechanism is enclosed. Housing l is provided, intermediate of its length, with an inwardly extending annular portion 2, and co- 15 operates with a member'to be hereinafter described to divide the housing into a clutch chamber and a gear chamber.

Flange t of engine or driving shaft 5, extends into the clutch chamber and secured thereto by means of bolts 6 or the like, in well known man ner, is web portion 1 of flywheel 3. Disposed in axial alignment with driving shaft 5, and

'mounted for rotation, is a driven shaft II, which will be hereinafter termed the intermediate shaft, and which is reduced at I 2 and journaled in a suitable anti-friction pilot bearing assembly I3, mounted in web 1 of iiywheel 8 and in a bore in the end of shaft 5 in well known manner.

whose operating characteristics adapt it for the purpose here involved, but I preferably utilize 35 pending application Serial Number 669,166,led May 6, 1933, which may be referred to to be a full disclosure thereof. Briefly it is constructed and associated with the mechanism as follows.

Intermediate shaft II has the other end thereof operably connected to a novel automatic' transmission for amplifying the torque applied to the final driven member in a manner to be presently described. Shaft II has a splined portion I4 upon which a correspondingly-splined hub I5 is slidably mounted., Hub I5 is provided with a flange I6 to which is secured. by means of rivets or the like, a driven disc I1. While I have disclosed disc I1 as being rigidly securedto flange I6 of hub I5, it is to be understood that if it is desired a suitable resilient coupling, of any well known construction, may be interposed between these two members for the purpose of dampenying out torsional vibrations set up in .the crank l shaft of the engine.

Disc I1, near its periphery is provided with a facing I9 and 20 respectively, which may consist of any material that has the required characteristics to give the correct frictional gripping force, and at the same time has wearing qualities adapting it for this purpose. I prefer, however, to use the types of material which in practice have'given ,very satisfactory results in an automatic slipping drive and clutch mechanism of the Powerflo type. Frictional facings I9 and 65 20 may be secured to disc I1 in any suitable manner as for instance by rivets or` the like.

Facing 19,' secured to disc I1, cooperates with the fiat face of flywheel 8 and is adapted to be engaged and frictionally driven thereby. Facing 20, provided on disc I1, cooperates with a plate 22 which will be hereinafter termedtheautomatic plate for the reason that it is automatically actuated and is adapted to engage and clamp driven member I1 between it and the dat 475 face of the flywheel. Disc I1, along with hub I and facings I9 and 20, constitutes the driven member, and this entire driven assembly will be hereinafter termed driven member I1 for sake of brevity. Plate 22 is of substantial thickness so that it may possess a sumcient degree of rigidity to prevent undesirabledistortion and warpage thereof during operating conditions.

A cover member 23 is secured to the flywheel by means of cap screws 24. Before cover 23 is secured to the flywheel, however, spacer members 25 are preferably inserted between their cooper- Cil ating surfaces to space the cover from the ilywheel for the purpose that will presently appear. Secured to the inner walls of cover 23, by means of rivets 26 or the like, are preferably three symmetricallyarranged driving lug or key members 21. Key members 21 are received in, and cooperate with the walls of recesses 28 formed in automatic plate 22 to establish a driving connection between flywheel 8 and the automatic plate.

Disposed parallel to plate 22 is a plate 29,l and it will be hereinafter referred to as a reaction plate because it takes the reaction of the speedresponsive mechanism in a manner to be presently described. Reaction plate 29 is provided with stiffening webs 3|, and is driven by automatic plate 22 through the medium of a plurality of' cap screws 32. Referring particularly to Figure 2, each cap screw 32 is provided with a reduced end 33 which is threaded into automatic plate 22, and the thread employed is preferably of the Dardelet or other self locking type so as to prevent the cap screws from working loose in operation. Cap screws 32 extend through, and lle in slidable driving engagement with the walls of recesses 34 formed in reaction plate 29, and. are

encircled by washers 35 and compression springs 36. Springs 36 act against the heads of screws 32 and react against plate 29, to thereby` urge the automatic and reaction plates toward each other at all times, and they will be hereinafter referred to as hold-back springs. The hold-back spring assemblies are preferably symmetrically disposed in pairs about the periphery of the plates and in the present instance six are employed, but it is to be understood that more or less than six properly designed hold-back'spring assemblies may be used if desired without in any way departing from the spirit of my invention.

The hold-back assemblies accordingly establisl` flywheel by a plurality of compression springs 31,

that are retained in position against plate 29 by means of bosses 38 formed on the latter. Springs 31 react against the surface of cover 23, and are centered thereon by means of pressed out portions 39 formed in cover 23. Springs 31 are preferably six in number and are disposed on substantially common radii with thehold-back assemblies as shown in Figure 2. Reaction plate 29 however, is normally held in the position shown in Figure l, when driving 'shaft 5 is rotatii'ig at or below the idlingspeed of the engine or other prime mover, by means of a thowout mechanism that will presently be described.

The automatic drive reaction plates may be actuated away from each other by any suitable speed-responsive mechanism, to produce clutch engagement, but in the present embodiment ofl my invention it preferably takes the form of centrifugally operable mechanism. Preferably three weight levers 5 I having integrally formed heads 52, are symmetrically arranged between the pairs of pressure springs 31, and have their heads 52 received in rectangular recesses 53 formed in automatic plate 22.

Each lever 5I is provided with a pair of threaded portions 54, which are received in a pairof apertures in a weight element 56. A reenforcing element 51 is disposed between weight 56 and lever 5I, and is provided with portions 58 that 10 embrace the sides of lever 5I, and a at surface that is adapted to abut the surface of weight 56. Weight 56 and member 51 are held in place on lever5I by means of nuts 6I, turned on portions 54, and seating in countersinks formed in 15 weight 56.' When nuts 6I are turned home, the

ter with respect to weight 56. Although I prefer 20 to secure levers 5I to weights 56 inthe manner just described, it is to be understood that the weights may be integrally formed with the levers if desired, without departing from the spirit of my invention.

Levers 5I are of substantial width and extend through recesses 63 formed in reaction plate 29. Heads 52 are provided with flat faces 64 that normally abut the bottoms of recesses 53 when the driving shaft is operating at or below idling speed, and by the term idling speed, I mean the particular desired automatic uncoupling or disengaging speed ofthe driving shaft, and if an linternal combustion engine is employed as the prime mover, the idling speed will be in the neighborhood of four hundred to ve hundred revolutions per minute.

Heads 52 are also provided with reaction faces 66 which abut the face of reaction plate 29 at all times, and are designed for fulcruming engagement therewith during operation of the weights. 'I'he surface of plate 29 that cooperates with faces 66 of weight-heads 52 may be ground and polished s o that relative sliding movement `thereof may occur with a minimum of friction, if desired.

, Heads 52 have their outer sides relieved to provide knife-like edges 68 which are adapted to rock o r pivot inthe dihedral angles dened by the bottom and outer faces of 4recesses 53 formed in automatic plate 22. The relieving operation enables a good knife edge 68 to be' formed on each weight head, wd allows pivotal movement thereof Without interference from the outer side walls of recesses 53. However, it is to be understood that unrelieved weights may be employed in recesses that are suitably designed so as to have relieved outer de walls if desired. It is also to be underst that instead of providing individual recesses 58 for cooperation with the weight heads, a single annular groove, as shown in my co-pending application, Serial Number 660,179, filed March 9,1933, may be formed in automatic plate 22 if desired, without departing from the spirit of the present invention.

Recesses 53 are formed in automatic plate 22 65 in any desired manner, as for instance by a milling cutter or the like, and weight heads 52 are prevented from moving longitudinally within the recesses so formed, by the engagement of the walls of recesses 63 formed in plate 29 with the sides 70 of levers 5I. Heads 52 t rather snugly between the inner and outer side wallsof recesses 53 so that they are restrained from shifting bodily inwardly or outwardly, thereby insuringI dynamic balance of the mechanism at all times. Knife edges 68 are adapted to cooperate with theflat bottom faces of recesses 53 and thereby act in line contact upon plate 22 for a substantial distance across the face thereof, whereby uniform distribution of pressure is effected. Each weight 56 is further provided with recesses (not shown) which allow free operation thereof without interv ference from bolts 32 and spring 36.

'I'he mass of weights 56, and the number of weight and lever assemblies employed in a particular installation, is determined by a consideration ofthe required pressure that they must transmit under the desired speed conditions to t urge the clutch plates into final non-slipping engagement. In the automatic drive clutch mechanism shown,` three equally spaced weight assemblies are preferably employed.

When shaft is stationary, or is operating at or below a speed corresponding substantially tothe idling speed of the prime mover employed to Y drive, it, the parts assume the positions in which they are shown in Figure 1. Heads 52 of levers 5| are clamped between plates 22 and 29, under the influence ofsprings 36 acting against plate 29 and cap screws 32, and plate 291s held in the position shown, against the 'action of springs 31,

by means of a throwout mechanism that will now be described.

Extending through apertures 1| formed in plate 29, and'preferably symmetrically disposed between the weight assemblies are a plurality of bolts 12. The heads of bolts 12 are provided with blade like portions 13 which seat in recesses 14 located in plate 29l and serve to hold bolts 12 against rotation. Castle nuts 15 are threaded on bolts 12 and are adapted to be held in adjusted by means'of rivets 85 or the like. Fingers 18 are provided with bifurcated portions 86, and the latter have curved faces 81, that cooperate with washers 11 in a. manner to be presently described.

Bolts 12 and nuts 15 are adapted to partially extend through apertures 88 formed in cover 23, and the apertures are preferably of a size s ufflcient' to allow a wrench or the like to be applied to nuts 15 for clutch adjustment purposes.

Movement of the inner ends of fingers 18' to the left, in Figure 1, through`the intermediary of bolts 12,4 causes movement of plate` 29 away from the flywheel against the action springs 31. Movement of the reaction plate produces similar movement of plate 22 because the hold-back assemblies hold the two plates in unitary relationship at all times. Fingers 18 are adapted to be actuated in this manner by means of a throwout assembly that will now be described.

Cooperating with curved faces 98 formed on f levers 18 is a throwout assembly designated generally at A. The ythrowout assembly consists of a sleeve member 94 which is mounted for axial movement by means of a washer 95. Washer 95 is preferably .constructed of an oil impregnated material such as oilite, or the like, so as to be self-lubricating, and is received in a countersink4 in sleeve 94 and is slidably mounted on shaft Il. Secured to sleeve 94 in any desired manner is a ball race 96. Disposed between ball race 98 and an outer ball race 91 are a plurality of anti-frictien bans sa and the bearing is, designed te take a thrust load that is one hundred percent of the radial load. Secured to the outside of race 91 is a hardenedv stamping 99 which cooperates with fingers or levers 18 and also cooperates with a stamping |0| to define a grease chamber.

Grease or other lubricant may be introduced into the 'grease chamber in any desired manner,

but the bearing is usually packed with grease upon assembling it. With the'grease reservoir formed in this manner, leakage of grease therefrom during operation is prevented because centrifugal force tends to throw the grease outwardly and maintain it inthe fluid-tight annular portion of the grease reservoir. In order to prevent dirt and other extraneous matterlfrom working into the grease reservoir, a stamping |02 is' preferably secured to the inner wall of race 96 in abutting relation to sleeve 94.l Stampingl |02 operates as 20 a dirt slinger to keep the dirt from working into the grease reservoir between stamping 99 and race Although I prefer to use a bearing assembly of the character just described, it is to beunder- 25 stood othat any othersuitable construction may beused without departing from the spirit of the present invention.

Adapted to cooperate with a flange |03 formed on sleeve 94 is a throwout fork |04, which is se- 30 cured to a shaft- |05 journalled in housing I. Fork |04 is provided with curved faces |08 which are adapted to contact flange |03. Shaft |05 extends` outwardly of housing and ls provided with mechanism to be described hereinafter, for selectively holding it in four dierent positions.` The parts are shown in Figure 1 in what is termed the automatic position, with the throwout assembly holding reaction plate in the position shown,

against the action of spring 31. 40

When the parts are held in automatic position, and the engine or other prime mover is operating at idling speed, the primary clutch is disengaged and shafts 5 and l| are uncoupled.

'Automatic operationi of the primary clutch 45 As driving shaft 5,'and flywheel 8 are accelerated, weights 56 tend to swing or rock outwardly about their knife-edges 68 as axes in response tol centrifugal force. The weights are yieldingly ref strained-against this-tendency by the hold-back assemblies, which are preferably of suflicient strength to restrain action of the weights until a speed substantially inexcess of idling speed is attained. As this speed 1s attained, the weights 55 rock comparatively rapidly outwardly against the action of the hold-back springs. As this occurs, reaction faces 66 of heads 52v fulcrum and slide on the face of. plate 29, and knife edges 08, by virtue of their engagement and'fulcruming action upon the flat bottom surfaces of recesses 53 in automatic plate 22, force automatic plate 22 away from reaction plate 29 against the action of hold-back springs 36, and into engagement with facing 20 of. disk l1, on a three-point support, thus causing disk I1 to move axially and bring the facing I9 thereof into contact with the flywheel face.

Movement of automatic plate 22 away from 70 reaction plate 29 is opposed by hold-back springs 38 and therefore weights 56 are held under. control. Hold-back sp ngs 36, therefore, in addie tion to predetermi g the speed of the mechanisrn` at which automatic engaging operation is Yforce reaction plate 29 'away from the flywheel against'the action of springs 31, and hold-back springs 36. Movement of plate 29 in this manner causes pressure to slowly build up in springs 31 and a corresponding pressure is built up between A the edges68 of heads 52, and the bottoms of the l5`v recesses in automatic plate 22 with the result that pressure is slowly built up between the frictional faces of the driving and driven members and shaft I is picked up smoothly and without shock.

When the pressure builds up to a predetermined value, the plates are brought into non-slipping engagement. As the speed further increases, the pressurebuilds up further, and when shaft 5 and flywheel 8 attain a predetermined speed, weights 56 rock into contact with arcuate faces v|01 provided -on rim portions |08 which are formed on reaction plate 29. In order to stop weights 56 in a definite plane that is normal to the mechanism, and thus insure dynamic balance of the mechanism, stop-edges on faces |09 are accurately formed on weights 56 for cooperation with faces |01. When the .Weights have moved into their outermost positions with their faces |09 in contact with faces |01, further acceleration of shaft 5 is ineffective to cause a fuuther pressure to be built up between the plates. The plates are 'thereby held in non-slipping engagement under a predetermined pressure, and a positive friction coupling exists between shafts 5 and and the parts assume the position shown in Figure 4.

In view of the resilient nature of the backing means for the reaction member, should certain weights 56 swing further outwardly than the remaining Weights during the engaging operation, the pressure exerted bythem is nevertheless uniformly distributed about the area of plate 22 for the reason that reactionplate 29 can tilt or oat, and take a slight angular position with respect to automatic plate 22, due to the fact that the' sole movement limiting means ofthe reaction member is constituted by bolts 32, and the latter are designed to provide suflicient play or clearance to permit this tilting action.

When the automatic engaging operation just described is taking place, reaction plate '29, and its associated parts, are moved to the right of the positions in which they are shown in Figure 1. Movement of the reaction plate 29 to the right causes the inner ends of fingers 18 to tend to move from their cooperating engagement With the face of the bearing assembly, thereby relieving the throwout bearing .assembly of substantially all pressure. In order to maintain the throwout assembly in contact with fingers 18 at all times, so as to keep the latter from rattling when they are relieved of the pressure of. springs 31, I preferably mount a compression spring on shaft Spring acts against washer 95 of throwout assembly A and reacts against washer 95 of an exactly similar throwout assembly B, whose functions will be pointed out hereinafter.` The throwout bearing assembly therefore only oper-- ates under the pressure of springs 31 when the clutch-is operating at idling speeds or is manually declutched, and it therefore receives only a minimum amount of wear and its life is therefore greatly increased.

Due to its slipping drive characteristics, the present mechanism constitutes a drive mechanism aswell as a clutch, and while it does not 5 Manual.' disengaging operation of th'e. primary clutch When the plates have been automatically brought into full driving engagement in the manner previously described, shaft |05 may be operated to displace throwout bearing assembly A and the inner ends of levers 18 to the left of the positions in which they are shown in Figure 1.f Movement of levers 1B in this manner causes them 25 to fulcrum about and react against bolts 12 and withdraw the reaction plate from the flywheel. Withdrawal of the reaction plate produces withdrawal or disengagement of automatic plate 22 from the driven member because plates 22 and'29 30 are heldin unitary relation by the holdback assemblies. If the engine speed is maintained above the predetermined engaging' speed during the manual declutching operation, weights 56 remain in their outermost positions as seen in Figure 3 5 4; therefore, the declutching operation does not involve retracting the Weights against the action of centrifugal force, which, at high speeds might be suiciently high to preclude affecting the manual` declutching operation, if the latter involved retracting the weights. Shaft 05, through .the medium of the central mechanism to be presently described, may be operated to produce manual engagement of the plates, (if the engine is operated above the engaging speed of the mechanism) in a manner similar to a manual clutch for maneuvering the vehicle into and out of parking positionor for navigating in heavy traic in a manner that will be hereinafter described.

Manual engaging operation of the primary clot/ch When it is desired to establish adriving connection between shafts 5 and under these conditions, shaft |05 is actuated to allow throwout assembly A to move to the right under the inuence of springs 31 acting Athrough levers 18, and the springs arev accordingly .allowed to bring the plates into driving engagement.

. Holdback springs 36 and pressure springs 31 are preferably so designed, that when they are compressed byl the l'action of weights 56, a slipping torque transmitting connection will be es tablished betweenthe driving and driven members, for a speed range as great as or greater than approximately 100% to 125% ofthe initial enand transmit torque when the speedofn the drN- ing member is, for example 500 revolutions per minute, the engagement may be completed .with sumcient pressure so that no slippage will exist between the driving and driven members when the driving member attains a speed of approximately 1000 or more revolutions per minute. The automatic clutch, in establishing a slipping drive between the prime mover and load, over a substantial speed range, permits the prime mover to operate at a higher point on its speed-torque curve and therefore to developmore-torque than if the conditions of substantially no slippage between the prime mover and load existed.

In the particular clutch illustrated, hold-back springs 36 may be so designed that they urge automatic plate 22 and reaction plate `29 together. with a total force of approximately 400 pounds, and pressure springs 31 are designed that they oppose the reaction of reaction plate 29-with a total force of approximately 1,200 pounds when the plates are fully engaged. When weights 56 are in their outermost positions against flange |09, the pressure is of course in excess of 1,200 pounds. Therefore, weights 56 must exert a'certain force to initiate clutch engagement, and approximately four .times this force to complete the engagement, when they are exerting sufcient pressure to establish a non-slipping drive. Accordingly, in View of the fact that in centrifugal mechanisms. of this character, the available forces vary as the square of the speed, the speed of the driving member at the completion ofclutch engagement, will be double the speed at which clutch engagement is initiated, anda wide vrange of slipping drive is provided, permitting the prime mover to operate at sufficient speed to develop and apply substantial torque to the drive line at the initiation of, and throughout the slipping drive operation.

Torque multiplying and, related mechanisms Secured to boss portion 2, formed on housing I, in any suitable known manner, as by means of cap screws 2| or the like, is a bearing support |22, havingJ a cylindrical partition member |23 formed thereon. Secured within partition member |23against axial displacement by means oi a set screw |24, is the outer race of a bearing assembly |25. The inner race of bearing assembly |25 supports the sleeve-like extension |26 of a planet gear carrier or cage member |21. Sleeve |26 is secured against axial displacement in bearing |25 by a split ring |28 thatrabuts the inner race thereof, and is sprung intoI a groove located in sleeve |26. The inner wall c'of sleeve |26 is splined and cooperates with similar splines located onthe outer 'wall of a secondary clutch. `sleeve |29. A lock washer |3|, having internal teeth formed thereon to cooperate with the splines of-sleeve |29, isfdisposed on sleeve |29 and'is A clamped between cage member |21 and a nut |32 threaded on the splines of sleeve |29. .Nut |32 secures sleeve. |29 against axial movement within vdividing housing into a clutch chamber and a gear or torque multiplying mechanism chamber, and in order to prevent lubricant contained in the gear chamber from leaking into the clutch chamber between shaft sleeve '|29 and the bearing support, I have provided oil returning grooves |34 and-|35 in sleeve |29 and bearing support |22 that cooperate with shaft and the outer face of sleeve |29v respectively to return any lubricant that may be disposed between these members to the gear chamber.

Cage member |21 is secured to a mating cage member |36 preferably by means of cap screws |31. The cap screw assemblies are preferably three in number and are disposed at intervals about members |21 and |36, and the cage members are also provided with recesses located between the bolt assemblies whichreceive planet gears or pinions |39. Planet gears |39 are bushed and are journalled upon shafts |40 supported in apertures in cage members |21 and |36 and vmesh with a pinion |4|, preferably integrally formed 'on the rear end of shaft duction or the like, and is journalled at its rear end in a bearing assembly secured in an aperture in housing (not shown).

The intermediate portion of shaft vided with splines |48, with which a'correspondingly splined sleeve |49 is slidably associated. A pair of spaced flanges |5| are formed on the '|43 is pro- `rear portion of sleeve |49, and are adapted to cooperate with a lshifting, device hereinafter described. Formed on the front portion of sleeve |49 area plurality of. teeth |52, which are shown in Figure 1 as meshing or engaging with a plu- -rality of internal teeth ||3 formed on a cage member |36.

Mounted for rotation in a bearing assembly |55, secured in a cylindrical bearing support |56 carried by housing is'the sleeve portion |51 of an internaly gear |56, that meshes with planetary gears |39. `The outer race of bearing assembly |55 is positioned in member |56 by a set screw |59, and` sleeve |51 is held against axial displacement within the inner race by a'split ring |62 that is sprung into a groove in sleeve |51. A pair of rings |63 and |64 are held in place in member |56 by means of a split ring |64', which is sprung into a groove in member |56. Rotatably mounted in memberV |56, between rings |63 and |64, is a clutch member |65, having recesses or cam pockets |66 formed in its interior. Overrunning clutch rollers |68 are disposedein recesses |66 and are adapted to cooperate with the outer face of sleeve 51..

Referring to Figure 5, the outer faces |1| of recesses |66 are so inclinedv that counter-clockwise rotation of sleeve |51 with respect to member |65 tends to Wedge rollers |68 between it and faces |1|, and thereby lock sleeve |51 against rotation. Plungers |12, slidably mounted in recesses in member |65, are actuated by springs |13 to urge rollers |68 into wedging or locking` relationship withsleeve 51 and faces 1|.

The ends of split ring |64 are spaced apart and align with a notch |15 formed in member |56 and with a similar notch formed 'in ring |64. A latch member |16, rigidly mounted on a cross# and enter one of the notches |61 located in member |65 to lock the latter against rotation, as

^ shown in Figure 1. With .latch member |16 dis-l posed in oneof the notches |61 of member |65, sleeve |51 and internal gear |58 may rotate freely in a clockwise direction, (viewed from the left hand side of Figure 1) but are restrained against counter-clockwise rotation.- When latch member |16 is vwithdrawn, from notch |61, sleeve |51 is free to rotate in either direction. Although counter-clockwise rotative tendencies of sleeve |51 under the latter condition causes rollers |68 to be wedged between faces I 1| 'and sleeve |51 to thereby lock members |58vand |65 together, member |65 may rotate in a counter-clockwise direction in member I 56 as a journal, due to the fact `that latch member |16 is withdrawn from notches |61 in member |65.

Internal teeth |19 are formed on the inner wall of sleeve |51 and areadapted to be selectively engaged with teeth :|52 formed on sliding clutch member |49 for a purpose that wll'be pointed out hereinafter.

Secondary clutch mechanism member |83, that supports the secondary clutch mechanism, and as the latter is similar in general to the primary clutch mechanism, like parts will not again be described.

In the secondary clutch, cover 23 is secured to member |83, andngers or levers 18 cooperate with throwout assembly B in a manner that will presently be set forth. Movement of reaction plate 29a toward member |83 is limited by means of cap screws |84 which are preferably three in number and are symmetrically located be- `tween the lever assemblies. Cap screws |84 extend through apertures |85 in cover 23 and are provided with a shoulder |86 and are threaded vinto reaction plate 29a. Screws |84 normally hold reaction plate 29a in the position shown in Figure 1 while sleeve |29 is rotating below a predetermined speed or is stationary, and throwout assemblyB is therefore not utilized to hold the secondary clutch parts in automatic position and when the engine is operating at idling speed or is stopped the parts assume the position shown in Figure 1, with the primary and secondary clutches disengaged. v Hub |a, carrying disc |1, is preferably splined to a sleeve |9|, and the latter is rigidly secured against rotation on shaft by means of a key |92, and against axial displacement by means of a split ring |93, sprung into a groove in shaft 'l I.

Reaction plate 29a is provided with a flanged inner periphery |94 which defines a bearing |95. Slida oly mounted for axial movement in bearing |95 and the flange in cover 23, is. a preferably cylindrical sheet metal sleeve member|96 which is provided with a preferably annular corrugation |91. Levers 18 extend through slots |98 formed in sleeve |96 and serve-to prevent the latter from being angularly displaced with respect :to cover 23 and reaction plate 29a during operation of the mechanism. Cooperating with corrugation |91 are balls |99 which.are preferably three in number and are slidably mounted in recesses located in plate 29a. Balls |99v are urged' toward sleeve |96 by compression springs 202, which react against pins 203 secured in 'plate 29a.

Sler 'Je |96 is further provided with tongues 204 which seat in recesses 205 formed in weights 56a and which vserve to yieldingly resist operation of the latter in a manner that will hereinafter be described. f

The secondaryclutch functions in substantially the same manner as the primary clutch, but the action thereof is delayed through the influence of the retarding or delaying' mechanism associated with the weights thereof. ber |83 is accelerated, centrifugal forces of increasing magnitude are developted in weights 56a, but as they are yieldingly restrained against outward rocking movement, through springs 36 'and the influence of balls |99 acting upon sleeve |96, they Vdo not immediately respond to acceleration of member |83. When member |83 has been accelerated to a speed predetermined by the mass of weights 56a, the strength of springs 36 and 202, which are dictated by the operating characteristics desired in the particular installation involved, weights 56a overcome the restraining action of balls |99 and springs 202 and rock outwardly comparatively rapidly, bringing th'plates into engagement and causing pressure to build up therebetween comparatively rapidly. Movement of weights 56a outwardly in this manner causesA sleeve |96 to move to the left. When member |83 is decelerated to a predetermined speed, springs 36 force the reaction and automatic plates towards each other which results in weights 56a rocking inwardlyand causing sleeve |96 to move to the right vto a position where balls |99 snap into groove |91 formed in sleeve |96.

Although I have illustrated spring pressed balls as cooperating with sleeve |96 to restrain movement of the latter under theiniluence of weights 56a, it is to be understood that any other suitable type of means may be employed for this purpose leasing all of the weights simultaneously, individual restraining devices may be associated with the speed responsive mechanism if desired, and the appended claims are intended to embrace organizations of this character.

By providing the secondary clutch with an action delaying mechanism, I am able to obtain a mechanism which not only has'superior operating characteristics, but is also cheap to manufacture as the basic structure of the primary and se'condary clutches is identical, and the clutch facings employed may also be identical in character.

In the present mechanism, which is designed for use in a vehicle of moderate size, the sec-l ondary clutch is designed so that the detents or other retarding mechanism releases the weights I at a propeller or driven shaft speed of approximately 900revolutions per minute, and full non- As meml tive and will undoubtedly vary depending upon the type of vehicle or the requirements of the particular installation involved.

It is also to be understood that the engagement of retarding mechanism for the secondary clutch and also cap screws |84 may be dispensed with and fluid pressureA actuated mechanism, or the like, controlled by the deviations in the magni- General operation 'Ihe operation of the mechanism so far developed will -now be described. When driving shaft is operating at a predetermined speed, for example, at a speed corresponding substantially to the idling speed of the prime mover utilized therewith, there is no driving connection between shafts 5 and as the primary and secondary clutches are disengaged as illustrated in Figure 1. With throwout fork |04, and latch |16 disposed in the positions shown in this figure, the mechanism is provisioned for forward'drive, and acceleration of the driving shaft causes the automatic power transmitting operation to take place.

Low speed or torque multiplying drive As the driving shaft is accelerated, centrifugal weights 56 fulcrum outwardly in response to centrifugal force and cause the primary clutch mechanism to be engaged in the manner previously described, thereby coupling shafts 5 and Clockwise rotation of shaft viewed from the left-hand end of Figure 1, through the medium of pinion |4| formed thereon, tends to produce counter-clockwise rotation of planet` gears |39 about their axes, assuming that rotation of shaft |43, to which they are connected, is resisted by a load, or the like. Counter-clockwise rotative tendencies of planet gears |39, imposes a reaction upon internal gear |58, tending to produce counter-clockwise rotation of the latter. Counter-clockwise rotation of internal gear |58 however is prevented by the action of clutch rollers |68, which cooperate with sleeve |51 and member |65 under these conditions to lock sleeve |51 against rotation. Planet gears |39 are therefore caused to planetate clockwise within stationary internal gear |58, which produces similar rotation of cage members |21 and |36, sleeve |29, sliding clutch member |49, and shaft |43, upon which the latter is splined. A torque multiplying coupling is therefore automatically established between driving shaft 5 and driven shaft |43," the torque amplification depending upon the gear ratios utilized. f

When navigating in heavy traic, or parking positions, shaft |05 may be operated by the control lever that Will be hereinafter described, forA controlling the engaging action of the primary clutch.

Automatic transition from torque multiplying drive to direct drive secondary clutch mechanism causes torque t'o be transmitted from shaft through disc |1, member |83, and sleeve |29 to, the driven shaft, and the latter is accordingly gradually accelerated celerator and to apply the brakes.

under the combined influence of the torque multiplying drive and the direct torque transmitted through the secondary clutch mechanism. Aoceleration of shaft |43 in this manner causes internal gear |58 to rotate in a clockwise direction, which in turn causes disengagement of rollers |68 from their wedging disposition'between sleeve |51 and member |65. When engagement of the secondary clutch mechanism is complete, shafts and |43 rotate in unison, and internal gear |58 is also given' a like rotation because planet gears |39 do not rotate about their axes at this time in View of the fact that they are journalled in cages |21 and |36 and mesh with pinion |4|, which are stationary with respect to each other.

When operating a Vehicle provided with an automatic transmission mechanism of the character described in directl drive, all that is necessary to bring it to a stop, is to release the ac- When the vehicle has decelerated to a predetermined speed,

through the combined braking action of the engine and the brake mechanism, centrifugal weights 56a are restored to their neutral positions under the influence of holdback springs 36, releasing the secondary clutch. Shaft |43, under the influence of the momentum of the vehicle, then causes gears |39 to planetate around pinion |4|. The engine tends to dro-p to idling speed because the throttle is usually closed under these conditions. This tendency of the engine causes pinion |4| to resist rotation of planet gears |39 and the latter are-accordingly restrained from planetating, and they rotate in a clockwise direction as viewed from the left end of Figure 1, about their respective axes, and

cause internal gear l|58 to rotate in a similar direction. As the overrunning clutch will lock gear 58 only against counter-clockwise rotation,

clutch rollers |68 will be shifted into their disspeed of the primary clutch. vAlthough the braking eiect of the engine is not utilized after disengagement ofthe secondary clutch, the vehicle speed at which centrifugal weights 56a retract is so low that the greater part of the braking effect of theengine has already been utilized in decelerating the vehicle, and is entirely adequate under normal operating conditions. As soon as disengagement of `the clutch interconnecting shafts 5 and occurs, shaft and ydriven member |1 are free to idly rotate and may. do so 60 under the influence of shaft |43 acting through the gears. Gear |58 may likewise rotate since it is urged in a clockwise direction by planets |39, so long as shaft |43 rotates. However, under these conditions little or no rotation of planets |39 about their axes occurs, depending upon the friction present in the bearings for shaft and gear |58 respectively.

After both clutch mechanisms are released, the

vehicle may be brought to a complete stop by continued application of the brake mechanism, or if desired, the engine may be accelerated, causing weights 56 to swing outwardly about their pivots therebycoupling shafts 5 and M. Pinion.l

|4| will then drive planet gears |39 and the 75 suiiicient speed, centrifugal weights 56a again swing outwardly about their pivots and actuate the secondary clutch to again establish a direct drive between shafts and |43 in the manner previously described.

Manual disconnection of the driving and driven shafts It is sometimes desirable to disconnect the prime mover from the load for the purpose of allowing the prime mover to operate substantially above idling speed to warm up, or for effecting adjustments of the carburetor thereof,

if it is an engine of the internal combustion type. To this end, sliding clutch member |49 is adapted to be moved axially to bring its teeth |52 out of engagement with teeth |3 formed on cage member |36. Clutch member |49 may be operated in any suitable manner, but I prefer to actuate it by means of lever 16, previously described. Lever |16 is offset at its lower end to clear flange |5l, and is provided with a shouldered pin 2|2. The reduced portion of pin 2|2 extends through an aperture in lever |16 and has the end thereof swaged over to hold it securely in place. Secured to lever |16, intermediate its length, by

rivets 2|3 or the like, is a curved finger 2|4 provided with a similar pin 2|5. Pins 2| 2 and 2,|5 are disposed between flanges |5|, and upon oscillation of shaft |11 produce axial movement of clutch member |49 upon shaft |43.

As previously explained, shaft |11 is journalled in suitable bearings provided in housing and is provided with a groove 2| 6 (Figure 6). Cooperating with groove 2 |6 is a set screw 2 1 or the like which has a` reduced end seating in groove 2|6 and is adjusted to restrain shaft |11 against endwise movement. Shaft i 11 extends outwardly of housing and may beactuated in any desired .mannen but I preferably employ the following mechanism for operating it. A lever 2|8 is rigidly secured to shaft |11 and carries a swivelled member 2|9. A controlwire 22| is received in an aperture in member 2 I9 and issecured therein by means of a set screw 222 or the like. Control wire 22| is enclosed in a iiexible housingand is led up to a convenient operating location in the vehicle and is provided with an actuating knob 224. The parts are shown in Figure 9 in neutral position, with the forward and reverse positions being indicated in dotted lines.

If desired, frictional detent means, or other suitable mechanism, may be associated with the parts for yieldingly holding them`in their selected positions, but I preferably employ a spring detent (Figure 1) which takes the form of a resilient wire 226 seating in a groove 221 formed in the splinesof shaft |43. The splines formed in sleeve |49 are discontinued in the rear portion of the latter as shown in Figure 1 to provide a smooth cylindrical portion 228. Formed in cylindrical portion 228 arethree grooves 229, which cooperate with wire 226 to hold sleeve |49 in its various selected positions against inadvertent displacement, t

, The parts are so designed, that when shaft |11 has been oscillated to bring sleeve |49 with the teeth |52 thereof'outof engagement With teeth tion of cage member |31 does no t produce similar v rotation of shaft |43, due to the disengaged con-l dition of clutch member |49, and driving shaft 5 may accordingly be accelerated to any desired speed without transmitting torque to shaft |43. If. the sleeve |29 is accelerated sufficiently, under these conditions, the secondary clutch mechanism will be .engaged as previously explained, but the only effect of such engagement is to cause shaft cage members |21 and |36, and internal gear |58 to be driven in unison, without transmitting torque to driven shaft |43. f

Reverse drive The gear mechanism employed for effecting forward torque multiplying drive is'also utilized to obtain reverse drive. Cage member |21 is locked against rotation when reverse drive is employed, and to this end, the periphery thereof is provided with a plurality of teeth 23|. ceoperating with teeth 23| is a latch member 232 which is preferably formed as an integral part of lever |16.

When it is desired to provision the mechanism for reverse drive, shaft 11 is oscillated sufficiently to cause latch memberv 232 to enter the space between. two adjacent teeth 23| formed on cage member |21, thereby locking both cage members and sleeve 29 against rotation. Oscillation of shaft |11 in this manner isv preferably designed to cause lever |16 to be withdrawn from the particular notch |61 withwhich it is engaged in member |65, and to simultaneously shift sliding clutch |49, into a position where the teeth |52 thereof are engaged with internal teeth |19 formed on the inner wall of sleeve |51.

With shaft |11 oscillated in this manner, the parts are disposed in reverse drive condition, and acceleration of the driving shaft causes the primary clutch mechanism to automatically couple shafts 5 and in the manner previously described, and clockwise rotation of pinion |4|,

carried thereby,`produces counter-clockwise rotation of planet gears |39 about their axes. The axes of planet gears I 39 are restrained against movement because of the locked condition of the cage members at this time.

rotation of planet gears |39 produces similar rotation of internal gear |58, and driven shaft |43 to which it is coupled by clutch member |49. In view of the fact that sleeve 29 is held stationary, the secondary clutch mechanism is maintained in disengaged or inoperative condition regardless of to what extent shafts and |43 are accelerated in reverse drive.

Amplified motor-braking With the present power transmitting mechanism installed in a motor vehicle or the like, direct drive or high gear motor braking during normal operating conditions is obtained in the manner previously explained. .Under some conditions, for example in descending long mountain grades, it is desirable to materially augment the action of brake mechanism by causing the mo- Counter-clockwise mentum of the vehicle to be applied to the engine through the torque multiplying mechanism. Under` normal coasting operating conditions, internal gear |58 is allowed to over-run without applying torque to the engine-when the secondary clutch is disengaged, and I have therefore provided means that may be selectively employed to hold internal gear |58 stationary at will, in order to impose the braking effect of the engine upon the load. y

'Ihis mechanism may take any desired form but I preferably provide internal gear |58 with a smooth outer face 239, which is encircled by, and cooperates with a brake band 24|. Band 24| is preferably constructed of spring steel and is designed to have sufficient inherent resilience to rmly grip face 239 when it is not under the influence -of the expanding mechanism to be presently described.

One end of band 24| islooped over and anchored to the reduced extremity 242 (Figure 6) of one of the cap screws |2| employed to secure bearing support |22 within housing I. Band 24| preferably consists of three convolutions, disposed side by side on the outer face of internal gear |58, and the other end thereof is provided with a lradially extending portion or finger 244 that is disposed in a recess 245 formed in housing I. Portion 244 of band 24| is adapted to cooperate with a cam surface 246 provided by preferably milling or recess in a shaft 241 journalled in housingl In Figure 6, the brake band is show n in disengaged or expanded condition.

Shaft 241' (Figure 7) is provided with a reduced portion 248. A cap screw 249 is threaded into housing and its tapered extremity loosely engages in portion 248 of shaft 241 to hold the latter against axial displacement and yetj permit oscillation thereof. Cap screw 249 is locked against rotation by means of a wire 25|, extending through an aperture in the head thereof, and secured to a lug 2 52 formed on housing Shaft 241 protrudes from housing and is actuated or oscillated in a manner to be presently set forth.

With internal gear |58 rotating in the direction .indicated in Figure 6, oscillation of shaft 24,1 allows finger 244 to drop into the recess in shaft 241, and band 24 due to its inherent tendency to contract, frictionally grips face 239 and causes deceleration of internal gear |58. The frictiona-l action of face 239 upon band 24| tends to cause band 24| to wrap itself around or` more firmly grip face 239, therefore no positive contracting mechanism is required to cause band 24| to grip face 239 to eiciently bring internal gear tovrest, and the actuating force applied to shaft 241 accordingly n eed only be of small magnitude.

' Accordingly if the vehicle is proceeding with the secondary clutch disengaged and the torque multiplying mechanism overrunning, shaft 241 l may be oscillated to bring the recess of shaft 246 opposite finger 24B, and thereby allow band 24| to contract and bring internal gear |58 to rest in the manner just described. This establishes a. torque multiplying connection between shafts |43 and and if the accelerator is depressed slightly so as 'to cause the engine to accelerate sufliciently to motor braking, and-.this mechanism will now be described.

^ Control mechanism With particular reference to Figure 9 of the drawings, a lever 255 having a split hub, is mounted on shaft |05 and is preferably rigidly secured thereto by means of a cap screw 256 which serves to frictionally grip shaft |05 between the bifurcations of lever 255. I preferably mount lever-255 and the upper end thereof is connected to a controlling member 259 which is pivotally associated with the upper end of lever 255. The lever end of member 251 is adapted rto be selectively positioned in recesses 26|, 262, 263 and 264 formed in a sector member 265, which is preferably secured to housing Lever 255, and shaft |05,are accordingly adapted to be held in four different selected positions, and with the partsl disposed in` -the positions illustrated in Figure 9, with detent 251 disposed in recess 262, and with the engine operating at idling speed, fork |04 and throwout assemblies A and B assume the position shown in Figure 1. If desired, lever 255 may be pivoted to the vehicle frame.

With lever 255 shifted so as to dispose detent 251 in recess 26| of member 265, the inner ends of levers 18 of the primary clutch mechanism are disposed to the left of the position shown in Figure 1, so as to dcclutch the latter, or prevent the primary clutch from automatically enga-ging 1n response to acceleration of shaft 5. l

When lever 255 is shifted totthe right to bring detent 251 into engagement with recess 263, the

-inner ends of levers 18 of the primary clutch mechanism are permitted to moveto the right of the position in which they are illustrated in Figure 1, under the action of springs 31, and allow the clutch to be engaged, at or below idling speed.

When lever 255 is shifted so as to dispose detent 251 in recess 264, throwout assembly B is brought into cooperation with levers 18 of the secondary clutch mechanism and causes. the latter to be declutched, or if the secondary clutch does 'not happen to be engaged at this time, levers 18 are disposed so that automatic engagement of the secondary clutch, in response to acceleration of sleeve |29'is prevented from being effected.

Lever 255 accordingly constitutes a common control for the primary and secondary clutch mechanisms, and it is preferably provided with a further control organization for coordinating the action of the secondary clutch with that of the brake mechanism associated with internal gear |58, and to this end, lever 255 is provided with a lever portion 266, preferably extending downwardly below shaft I 05. Pivotally secured to lever 266, by means of a clevis 261,'is alink 260. Link 268` carries a Vclevis 269 at its other end, which is connected to a bell crank lever 21|, and the latter is pivotally supported on housing i in any suitable manner. Interconnecting bell crank 21|, and aLlever 212 secured to shaft 241, is a linx 213. Cam shaft 251 is thereby connected for synchronous actuation with lever 255, and cani 246 is preferably so designed that when lever- 255 is disposed with detent 251 in recesses 26|, 262, or 263, or member 265, brake band 24| is held in expanded or released condition, and when lever 255 is located with detent 251 disposed in recess 264, brake band 24| is permitted to contract and lock gear |58 against rotation. This is more clearly illustrated in Figure 6, wherein the parts of shaft 241 which cooperate with finger 244 during operation of lever 255 are designated by the detent reference characters 26|, 262, 263 and 264. Brake band 24| is accordingly only applied to gear |58 when the secondary clutch is manually disengaged.

With the parts disposed in the positions they assume in Figure 9, knob 224 may be manipulated to provision the mechanism for automatic forward and reverse drive, and the parts may also be shifted into neutral. These operations take place in precisely the same manner as previously described.

The provision of the mechanism with the control mechanism that has just been described renders the mechanism more exible and enables it to perform further highly important functions and operations, and these will now be set forth.

In the event the vehicle in which the mechanism is installed is starting to descend'a long mountain grade, or like instance, and the transmission is operating in direct or indirect drive, and it is desired to augment the vehicle brake mechanism by the braking effect of the engine, as amplified by the torque multiplying mechanism, lever 255 is shifted to bring detent 251 into recess 264. This operation positions throwout assembly B so as to prevent the secondary clutch from automatically engaging, and causes gear |58 to be s brought to rest under the influence of brake band 24|. Also, if the secondary clutch is disengaged and the parts are overrunning at this time, operation of lever 255 in this manner serves to manually engage the primary clutch thereby establishing a two way coupling between shaftsmence to planetate clockwise Within it. Clock-` wise planetation of gears |39 causes them to drive pinion |4|, and the prime mover coupled therewith through the primary clutch, in a clockwisey direction, imparting a speed of rotation thereto that is greater than that of shaft |43. When internal gear |58 is brought to rest under the inuence of brake band 24|, a torque multiplying -coupling exists between shafts and |43, and

brings the coasting tendencies of the vehicle under the control of the braking effect of the engine as amplied by the torque multiplying mechanism. As the throttle of the engine is usually disposed in a position corresponding to engine idling speed under such conditions, the braking effect obtained is of considerable magnitude.

Permanent torque multiplying coupling operation In ascending long mountain grades, that are too steep for the engine to handle the vehicle in direct drive, it is desirable to prevent the automatic transition from indirect to direct drive from taking place, so that the engine may be utilized to propel the vehicle through the torque multiplying mechanism, at speeds in excess of that corresponding to secondary clutch engagement speed so as to avoid improper and undesirable slippage of the latter.

In order to provision mechanism for this operation, the parts are shifted with detent 251 engaged with recess 264 in precisely the same manner described in connection with the motor-braking provisioning operation just described. Under these conditions, shaft |43 may be driven by and accelerated through pinion |4|, planet gears |39, and stationary internal gear |58 to anydesired speed without producing automatic engagement of the secondary lclutches.

Although band 24| holds internal gear at rest under these conditions, it is superfluousV insofar as forward drive is concerned, because, as has been previously explained, clockwise rotation of pinion 4| causes planet gears |39 to react against and tend to produce counter-clockwise rotation of internal gear |58. Counter-clockwise rotative tendencies of internal gear |58causes rollers |68 tolock it againstrotation. The secondary clutch and thebrake may therefore be separately operated to provision the mechanism for the operation just described, but they are preferably interconnected for the purpose of simplifying the design of the control mechanisms therefor. Band 24|, under these conditions, restrains movement of gear |58 in a counter-clockwise direction, and therefore should a reversal of drive occur, and shaft |43 tend to over-run with respect to shaft when the parts are disposed in this position, amplified motor braking is obtained. Operation of the brake for the internal gear and the coupling for the secondary clutch simultaneously in this manner therefore provisions the mechanism for permanent low gear operation, and at the same time provisions it for amplified motor braking and the control mechanism is accordingly simple in design.

However, should it be undesirable, in the particular type of drive involved, to apply a braking influence to gear |58 when the secondary clutch is disconnected for obtaining a permanent torque multiplying drive, the secondary clutch and shaft 241 may be independently actuated, and4 it is to be understood that this method of their control is also embraced by the present invention.

shafts When the vehicle engine, or other prime mover is stationary, and the parts are in the positions shown in Figures l and 9, the primary clutch is automatically disengaged and shafts 5 and are disconnected. When it is desired to couple shafts 5 and under these conditions, lever 255 is operated to bring detent into recess 263, thereby allowing spring 31 to bring'the plates of the primary clutch mechanism into driving engagement. If the vehicle is then towed or coasted to turn the engineover for the purpose of cranking it, the initial speed imparted to shaft |43 merely results in internal gear |58 over-running in a clockwise direction, and since planet gears |39 planetate` about stationary pinion |4| under these conditions, they do not` transmit torque thereto, and shafts |.I and |43 accordingly remain in disconnected condition. As the speed of shaft |43 is accelerated in response to towing or coasting the vehicle, sleeve |29 is likewise accelerated, and when the speed is sufficiently great,

the secondary clutch engages and directly couples shafts |43 and Il, in the manner previously described. A direct coupling now exists between shafts |43 and 5, and the engine'is turned over or cranked. When the engine starts in response to the cranking operation, lever 255 may be returned to automatic position with detent 251 engaged in recess 262.

- On the other hand, if the engine is dead, and it is desired to transmit torque from shaft |43 to shaft without accelerating shaft |43 under theo inuence of coasting or towing the vehicle, sufiiciently to cause the secondary clutch to engage, lever 255 may be moved to dispose detent 251 in notch 264. This operation produces manual engagement of the primary clutch, and at the same time restrains internal gear |58 against rotation. When the vehicle is towed or coasted `under these conditions,l torque is transmitted from shaft |43 through planet gears |39 and pinion |4| to shaft and from shaft through the manually engaged primary clutch to shaft 5.

With reference to the primary clutch, lever 255 is normally disposed with detent 251 located in recess 252 to hold the parts in the positions shown in Figure 1 of the drawings when the primary mover is operating at idling speed or is stationary. When facings I9 and 20 have become thin, as the result of particles thereof wearing away during operation, and cause the idlerelease plate clearance to become too great, throwout bearing assembly A is moved slightly to the right of the position in which it is shown in Figure 1, by loosening cap screw 256 and adjusting lever 255 on its shaft, or by adjusting detentplate 265 angularly in any suitable manner, in order to dispose automatic plate 22 closerto the flywheel and establish proper plate clearance for idle release conamount, and sufficient to bring levers 18 into the proper positions desired. The external adjusting mechanism previously referred to may then be manipulated to establish proper idle release clearance between thev plates and clearance gauges may be introduced between-the cover and the iiywheel and inserted between facing I9 and the iiywheel face to ascertain if the plate clearance is correct. The normal plate wear compensating adjustment however, is made externally of the clutch housing by adjusting the angular po, sition of shaft |05, and therefore the adjustment does not infany Way affect the adjusted positions of nuts 15, and consequently the angular relation of the plates.

On the other hand, if the facings are of such character that they undergo great dimensionalchanges when wear occurs, spacing members 25 may be removed, and thinner spacers inserted so as to dispose cover23, automatic plate 22 and'` reaction plate 29 close to the flywheel, to thereby establish proper idle release clearance without varying the degree of pressure build up in springs 31. To facilitate this adjustment, spacer 25 may be made in sections as laminated shims if desired.

Referring to the secondary clutch, adjustment thereof to compensate for wear of the facings may be made by adjusting screws |84 so as to dispose the automatic and reaction plate assembly closer to member |83, or cover 23 may be adjusted in the manner described in connection with the primary clutch to establish proper release plate clearance. y f

As previously explained, knob 224 may be operated to place the transmission gearing in neutral, so as to prevent automatic engagement of the primary and secondary clutches from establishing a driving connection between shafts 5 and |43, and therebyv allow the engine or other prime mover to be idled at speeds in excess of normal idling speed. In the winter, when it is desired to idle the engine in this manner, and yet avoid that drag of the 'gears due to congealed gear lubricants, lever 255 may be operated to dispose detent 251 in recess26|. Movement of lever 255 into this position produces disengagement of the uprimary clutch -in-the manner previously described, thereby removing shafts and |53 of all driving influences.

Although I hav'e illustrated and prefer to employ individual controls for the clutch mechanisms and the forward-reverse mechanism, it is to be understood that they may be associated with 30 a single controlling mechanism if desired without departing from the spirit of my invention. For instance, control knob assembly 224 may be mounted on lever 255 if desired so that an o-perator may control the mechanism with a single hand. Moreover, control assembly 244, when so associated with lever 255, may be so designed that theoperator need only grasp a single element for controlling the mechanism, for instance, control assembly 224 may be designed to oscillate about lever 255 as an axis, if desired. It is therefore seen, that with the present drive mechanism the necessity for a clutch pedal and gear shift lever is entirely dispensed with, and the number of controls in the drivers compartment of the vehicle materially reduced, a brake pedal and accelerator constituting the entire control mechanism for the normalv operation of the vehicle for forward drive, reverse drive being obtained by a simple dash controlled device.

Due to the smooth operating characteristics of the primary automatic clutch mechanism, and its ability to smoothly transmit torque eciently under slipping drive conditions, if called upon, it could in fact be employed to directly couple shafts 5 and |43, and would stand up under these conditions in view of its durable nature. Therefore, the ratio of the gearing interposed between shafts and |43 may have a fairly low value of torque multiplication .and yet permit the vehicle to be started on steep grades with perfect ease. This is particularly a desirable characteristic for the reason that when the vehicle is being accelerated through the intermediary of gears and |4I, the relative speed of shafts and 65 s 43 is not excessive, and whenshaft |43 reaches widely variant speeds, and it .therefore can factory in a light vehicle of the pleasure 'car 75 class, it is to be understood that in heavy duty vehicles, such as trucks, busses, rail cars and the like, two or more of the transmission units disclosed would be disposed in series behind' a single primary clutch to give two or more gear reductions, and in such case the centrifugal weights of the first secondary clutch mechanism would be so designed as to move into full engagement considerably before the centrifugal weights of the second secondary automatic clutch mechanism came into play, so that a direct drivewould be established between the shaft coupled by the first secondary automatic clutch mechanism while torque is transmitted between the shaft coupled by the secondary clutch mechanism through the gear reduction. In such a power transmitting mechanism final conditions are reached when the primary automatic clutch mechanism and al1 of the secondary automatic clutch mechanisms are fully engaged and a direct drive is established from the engine to the rear wheels of the vehicle.

In practice, the secondary or direct coupling clutch operated by weights 56a is preferably designed so that complete engagement thereof is attained comparatively rapidly, and full engagement occurs with a speed difference of approximately ten to twelve percent or less, or approximately one tenth of the speed difference in which slipping drive conditions exist in the primary clutch so that the opportunity for prolonged slipping during load conditions under which the direct lcoupling clutch is in slipping drive engagement as might occur under unusual conditions in practice, is reduced to a minimum.

Referring to the novel power transmitting mechanism illustrated .in -Figure 1.0i the drawings, the secondary automatic clutch mechanism operates solely in response to thepeed of rotation of shaft I `43, which may, for all purposes, be considered as the f'lnal driven shaft because the torque amplifying coupling is disposed between it and the prime mover. The secondary clutch mechanism may be so designed as to operate in response to the speed of shaft I l, and this organization is intended to' be embraced by the present disclosure, because, in view of the fact that it in such lan event would be carried by intermediate shaft l l, which is definitely coupled with the driven shaft through the internposed gear mechanism, it would therefore operate proportionally to the speed of the driven shaft. This is a highly desirable feature for the vreason that operation of such secondary clutch mechanisms is entirely independent' of the speed of rotation of the prime mover, but is dependent upon the speed of the nal driven shaft, and, since the speed of the nal driven shaft or the load is the essential factor in the operation of the secondary automatic clutch mechanism, such operation should take place when the load has been accelerated to a speed where the prime mover has developed suicient power to causeondary clutch mechanism were dependent upon,

and wholly responsive to the speed of the primey mover, it would be necessary to specially design the springs and Weights for operation at a higher speed than that of the primary automatic clutch mechanism driven by the prime mover. Otherwise, upon acceleration of the prime mover, both clutch mechanisms would operate almost simultaneously to directly couple the prime mover with the intermediate shaft Il kand the final driven shaft, and the torque amplifying coupling there- 10 fore could never be utilized.

j In a vehicle provided with power transmitting mechanisms of the character that I have disclosed, if it is desired to start the vehicle on a grade, the engine is accelerated and the primary 15 automatic clutch mechanism operates to establish a slipping torque transmitting coupling between the prime mover and the intermediate shaft as previously explained. Rotation of the intermediate shaft, through the medium cf the interposed gearing, causes an amplified torque to be transmitted to the driven shaft. Through the slipping drive coupling existing between the prime mover and the load, the prime mover is 'allowed to accelerateand operate eiiciently on a relatively high point on its speed-torque curve to develop adequate power to start the vehicle,

' even though the interposed gear mechanism may have only a low torque amplication. During this operation, the secondary automatic clutch 30 mechanism is inactive since it relies for its actuation upon the speed of the load, and the only with torque amplification is thereby established between the engine and the rear Wheels when the engine is operating substantially .Lat 1000 revolutions per minute. .With normal rear axle gear ratios, this results in a vehicle speed of 10 miles per hour, although it is to be understood that completion o'f primary clutch operation may take place at a higher or lower vehicle speed, depending upon whether the vehicle is ascending or descending a grade or is proceeding on a level surface. .i

Under these conditions the secondary clutch mechanism, due to the fact that it is actuated in accordance with the speed of the driven shaft and vehicle wheels coupled thereto, may be de- 60` signed to operate to directly couple the engine and rear wheels to any desired vehicle speed, for instance 15 miles per hour, .and such operation is therefore entirely independent of speeld fluctuations of the engine.

f 65 Referring now to Figures 10, 11 and 12 ofthe drawings, I have illustrated another form of automatic power transmitting mechanism embodying my invention. In this form of the invention the primary and secondary clutch mechanisms are of a somewhat modified form. and the gear mechanis'm is of a countershaft design, as distinguished from the planetary mechanism utilized in the mechanism just described.

With continued reference to these gures, a

CFI

modified form of ywheel 1a is secured to shaft 5 and has an interiorly splined cylindricalmember 30| secured thereto by means of cap screws 302 or the like. Secured to member 30|, by means of cap screws 303 is a plate 304 and a primary clutch cover 305. Automatic plate 22a is driven by tongues 306 (Figure 12), struck out of cover 305 and which are slidably associated with recesses 301 formed in' automatic plaie 22a. Hold back spring 36a acting through bolts 32a urge plates 22a and 29h towards each other and reaction plate 29h is curved toward member 304 by means of a plurality of compression springs 308. Movement of reaction plate 29h towards member 304 is normally limited by means of a plurality of bolts 309 having nuts 3|| turned thereon. The nut and bolt assemblies are preferably associated with and apply their limiting forces to cup member 3|2 and 3|3, seating in apertures located in plate 29b and cover 305 respectively. Nuts 3|| are preferably adjustably held on bolts 309 by means of cotter pins 3I4 or the like.

The lever portions of automatic weights 56h extend through apertures in cover 305 and are adapted to rock outwardly in response to the speed of shaft 5 in the manner described in connection with the rst form of my invention, and grip driven disc I1a between automatic plate 22a, and member 304. Weights 56h however stop against a cylindrical member 3|5 which also reinforces cover 305 and which is secured thereto by means of a spot welding operation or the like.

In this form of my invention hub |5b of the primary clutch vmechanism is splined to a sleeve 3|6 which is rotatably supported in a bearing assembly 3|1. Bearing assembly 3|1 is secured in a bearing support 3|8 which is secured to housing la by means of cap screws 3|9. Shaft Ila extends within sleeve 3|6 and is journalled for rotation therein Within -roller bearing assemblies A32| or the like, which are maintained in proper spaced relation thereon by means of a spacer sleeve 322.

Shaft |43a is journalled at its front end on recess 323 formed in shaft Ila and its rear end is carried in a bearing assembly 324. Sleeve 3|6 is provided with preferably integrally formed externa'l gear teeth 325 which are adapted to mesh with gear 326 carried by cluster gear member 321. Member 321 is mounted on a roller bearing assembly designated generally at 328 which is carried by a shaft 329. The forward end of shaft 329 is supported in an aperture in housing la and its rear end is supported in a support 33| which is clamped and held in position between housing .|a. and a rear housing member 332, which supports 329 is restrained against displacement and rotation in support 33| by means of a plate 334 which seats in a recess in shaft 329 and is held in place by means of a cap screw 335 tapped into support 33|.

Meshing with a gear 336 formed on member 321 is a gear 331which is formed on a cylindrical member 338'. With particular reference to Figure 11', a plurality of overrunning. clutch rollers 339 are located in pockets formed in member 338 and cooperate with the outer .cylindrical face of race member34| formed on shaft Ila. Plungers 342, acted upon by springs 343, are adapted to cause rollers 339 to cooperate with members 338 and 34| so as to lock the latter together when the speed of member 338, when rotating in a clockwise direction'tendsto overrun member 34 I, and to allow Shaft formed on member 321 and is journalled in abushing 352 frictionally fitted into an aperture in support 33|, and is restrained against axial displacement therein by means of a split ring 353 sprung into shaft portion 354 of gear 349.

-The secondary clutch in thisform of the invention is of a somewhat modified form, and although no mechanism is shown for delaying its engaging action, it is to be understood that a delaying mechanism similar to that employed in the secondary clutch illustrated in Figure 1 may be associated with it if desired'without departing from the spiritV of the present invention. The secondary clutch is supported on a disc-like member 355 which, along with a spring thrust member 356, is mounted on shaft lla.; Members 355 and 356 are restrained against rotation and endwise movement on shaft ||a by means of a key 351 and a pair of split rings 358 and 359 which are sprung into grooves in shaft ||a.

Automatic plate 22h is driven by member 355 through the medium of a plurality of square shanked studs 36| which are threadedinto member355 and are slidably associated with the walls of recesses 362 formed in plate 22h. Reaction plate 29e is urged toward a plurality of stop screws 363, threaded into member 355, by means of springs 364, which react against thrust member 356. Screws 363 may be adjusted to establish proper idle Arelease clearance between thel plates and are adapted to be locked in place by means of lock nuts 365.

Automatic weights 56e are adapted to operate in response to acceleration of shaft Ila and grip disc I'Ib between plates 22b and disc 355 and when they have rocked into the outermost positions they are preferably adapted to lie in contact with a flange 366 formed on reaction plate 29e. Disc |1b is annular in form and is provided with external teeth 361 which mesh with the splines formed in member 30|. The secondary clutch is therefore responsive to the'speed of rotation of shaft ||a and is adapted to directly couple the latter to shaft 5.

With the engine or other prime mover operating substantially at or below idling speed the automatic clutches assume the condition illustrated in Figure 10, and vwith sleeve `or clutch member |49ar disposed in the position illustrated in this figure, the mechanism is provisioned for automatic forward drive and this operation is as follows.

When shaft 5 is accelerated to a predetermined speed, the primary clutchmechanism smoothly engages and establishes a driving connection between shaft 5 and sleeve 3|6, through the intermediary of disc Ila. Assuming that the direction of rotationof shaft -5, when viewed from the left hand side of Figure 10, is clockwise, gear 325 causes gears 326 and 336 to rotate in a countercloc'kwise direction. Counterclockwise rotation of gear 336 imparts clockwise rotation to gear 331 and through the medium of overrunning clutl 

